Brake system for high speed trains



Dec. 28, 1937. s. G. .DOWN

BRAKE SYSTEM FOR HIGH SPEED TRAINS 1955 8 SheetS- SheefI l Filed June 18,

f/fg ATTORNEY INVENTOR SIDNEY G. DOWN BY hom S wg 9 v9 @S @N @NN Num wm NN Dec. 28, 1937. s. G. DowN 2,103,323 A BRAKE SYSTEM FOR HIGH SPEED TRAINS Filed June 18, 19.55 8 SheetS-Sheet 2 NVENTOR SIDNEY Gr.DO\/JN ATTGRNEY Dec. 28, 1937. s. G. DOWN I 2,103,323

BRAKE SYSTEM FOR HIGH SPEED TRAINS Filed June 18, 1955 s sheets-sheet 5 INVENTOR SIDNEY G.DO\NN AT roRNEY Dec. 28, -1937.

s. G. DOWN 2,103,323

BRAKE SYSTEM FOR HIGH vSPEED TRAINS I Filed June la. 1955 e sheets-sheet 4 loeI 76 /07 45 l: g5. v f

INVENTOR SIDNEY GDOWN ATTORNEY Dec. 2s, 1931.

- s. G. DowN BRAKE SYSTEM FOR HIGH SPEED TRAINS 8 Sheets-Shet 5 Filed June l18, 1935 SIDNEY G. DOWN BY NEY ATTOR Dec. 28, 1937. s. G. DowN lBRAKE SYSTEM FOR HIGH SPEED TRAINS Filed June 18, 1935 8 Sheets-,Sheet 6 INVENTOR -slDNEY G. DOWN ATTORNEY Dec. 28, 193'?. s. G. DowN BRAKE SYSTEM FOR HIGH SPEED TRAINS Filed June 18, 193,5 s sheets-sheet 7 INVENTOR m SIDNEY. G. DOWN ATTORNEY 8 sheets-sheet a www1 S. G. DOWN BRAKE SYSTEM FQR HIGH SPEED TRAINS Filed June 18 /66/ Asa 7 Dec. 2s, 1937.

NVENTOR SIDNEY @DOWN BY /MC ATTORNEY I Patented Dec. 28, 1937 f UNITED STATES PATENT OFFICE BRAKE SYSTEM FOR HIGH SPEED TRAINS Sidney G. Down, Edgewood, Pa., assgnor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania.

Application June 18, 1935, serial No. 27,171

32 Claims. (Cl. 303-3).

My invention relates tov braking equipment for railway vehicles and is particularly adapted for use on high speed traction vehicles driven by electric motors.

In the operation of high speed trains and similar vehicles it is desirable to provide a brake equipment having ample braking capacity to take care of the most rigid service the equipment may be called upon to meet. It is well known that for a given braking pressure friction type brakes which operate on the rims of the vehicle wheels are less eifective in retarding the motion of a vehicle at high speeds than at low speeds because the coeicient of friction between the rubbing parts is lower at high speeds than at low speeds. On the other hand, an electrodynamic type of brake, such for example as an eddy current type brake, or car motors operated to produce a retarding torque on the vehicle wheels, is more eifective at the high speeds than at the low speeds.- In order to stop high speed trains and vehicles in a relatively short space it is desirable that a braking equipment be provided which combines the characteristics of these two types of brakes.

It is further desirable that the train or vehicle be decelerated smoothly and at a. selected rate of retardation. For this purpose it is proposed to provide a retardation controller for regulating the degree of application of the brakes. This 30 may comprise an inertia responsive device such as a pendulum that assumes various positions in accordance with variations in the deceleration of the vehicle and is adapted by means of electric circuits, or otherwise, to control the degree of application of the brakes.

It is an object of my invention to provide braking equipment for railway vehicles in which a plurality of braking means are provided that are controlled 'from a common brake controlling de- 40 vice in accordance with a desired degree of It is a further object of my invention to provide a braking system in which a plurality of brakes are employed and in which a retardation 45 controller is employed for controlling all of the brakes in accordance with a desired rate of re-A 554v It is a further object of my invention to pro-v vide a retardation controlled braking system hav-f ing a iiuid pressure brake and a dynamic brake in which both brakes -are controlled to give a predetermined required total braking, the two brakes being independent but having an' inter-l locking control such that the dynamic brakes `automatically control the fluid pressure brake tolimit thejdegree of application thereof to the value necessary to effect the desired rate of retardation. Y l

Other objects and advantages of my invention will be apparent from the following descrip-v tion ofv several preferred emboidments thereof When taken in connection with the accompanying drawings, in which, f f Y Fig. 1 is a diagrammatic view of apparatus and circuits illustrating one preferred embodiment of my invention, l

Fig. 2 is a diagrammatic sectional View of the control valve device used'fin the embodiment of the invention illustrated in Fig. 1,U

Fig. 3 is a diagrammatic sectional view. of the retardation controller Vdevice employed` in theY embodiment illustrated in Fig. 1,V t y Fig. 4 is a diagrammatic sectional view of a modified control Valve device and retardation control device employed in another embodiment of my invention, Y y g Fig. 5 is a diagrammatic View of afurther modification. of the Vcontrol valve devicerand rheoE stat mechanism for controlling theY vdynamic, brake employed in another embodimentof myV` invention, l

Fig. 6 is a diagrammatic view of another em-v bodiment of my invention in which means is provided for equalizing the pressures onallV pres-n sure regulators of the equipment,

Fig. 7 is a detail View showing the relation o f the connecting passages through thebrake valve device illustrated inAFig. 6 when the brakej valve device is in its emergency positionY lustrating another embodimentof the invention in which a braking systemV is provided having a manually adjustable retardation controller employed as a brake valve device and' controlling" the several braking units throughoper'ation' of their separate self-lapping magnet'valve" de- Vicsy Y Fig. 9 is a detail sectional view takenv along the linefl-llofliig, Fig. 10 isa diagrammaticY View ofN another` brake system illustrating a different embodiment of the invention" in which a' self-lapping brake valve is employed for 'determining the degreewof application ofthe brakes, f'

, Fig. 8 is a diagrammatic view of apparatus ile" Fig. 11 is a diagrammatic view of another brake system illustrating an embodiment of the invention in which a solenoid loaded valve device responsive to the degree of dynamic braking is employed as the interlocking element between the two braking means.

Referring to the drawings and more particularly to the embodiment illustrated in Figs. 1, 2 and 3 thereof, the brake apparatus illustrated is that employed on one vehicle unit, but it will be understood by those skilled in the art that portions of both apparatus and the dynamic brake apparatus illustrated are duplicated on each car or braking unit of 4the train or vehicle.

The apparatus comprises a brake cylinder I by means of which the friction brakes are applied upon the iiow of fluidrunder pressure thereto, as controlled by the control valve device 2, from the main reservoir 3 through main reservoir pipe 4. The flow of fluid under pressure from the main reservoir to a pressure control pipe 5 is determined by the position of a brake valve device 6 which determines the setting of the pressure regulator 1 and of the retardation controller 8. The setting of the retardation controller 8 determines the rate of retardation of the vehicle as a whole, and the setting of the pressure regu- Y lator 1 determines the degree of application of the dynamic brakes by controlling operation of a rheostat indicated generally at 9. .f A brake pipe II is provided for effecting automatic operation of the brakes, and for charging the auxiliary reservoir I4 through the triple valve portion of the control valve device 2, and is charged with uid under pressure as supplied by the feed valve device I2 from the main reservoir 3 through pipe I3 and the rotary valve portion of the brake valve device 6.

The brake valve device 6 is shown diagrammatically in developed form and comprises a drum controller portion I5 for controlling the electropneumatic or straight air operation of the brakes, and a rotary valve portion I 6 for controlling the automatic operation of the brakes. The drum controller portion I5 comprises a conducting segment I1 that is adapted to engage the contact finger I8 connected to the positive terminal of a battery I9 and one or more of the contact fingers 2|, 22, 23, 24 and 25, depending upon the position of the segment I1 within the electric service zone. for controlling the amount of the resistor 26 that is connected in circuit between the conducting segment I1 of the brake valve device and the conductor 21 through which current is supplied to the self-lapping magnet valve portion of each of the control valve devices 2.

The rotary valve portion I6 comprises a rotary valve 28 containing a cavity 29 that is adapted to connect the brake pipe II to be supplied with uid under pressure from the main reservoir 3 through feed valve device I2 and pipe I3 when the brake valve device 6 is in its release position or in any position within the electric service application zone. An extension 30 of the cavity 29. also permits the supply of iiuid under pressure from the main reservoir to the timing reservoir 32 through the pipe 3| when the brake valve device 6 is in its release position. A cavity 33 is provided in the valve 28 for connecting the timing reservoir 32 through pipes 3I and 34 to the piston chamber in the pressure operated switch 35 when the brake valve device 6 is in any position within the electric service application zone. The rotary valver28lis also providedwith a cavity 36 for connecting the brake pipe I'Il to the exhaust port 31 through a restricted opening to effect a gradual reduction in brake pipe pressure when the brake valve device 6 is placed in its pneumatic service application position, and with a cavity 38 for connecting the brake pipe II to the exhaust port 31 for effecting a rapid decrease in brake ypipe pressure when the brake valve device 6 is placed in its emergency application position.

Each control valve device 2 may correspond to that illustrated and described in the copending applicationl of Clyde C. Farmer and Ellis E. Hewitt for Electropneumatic brake equipment, Serial No. 726,324,nled Mayf18, 1934, and assigned to the same assignee as this application, but as here illustrated is somewhat simplified in that the relay valve portion, the volume reservoirfand supply reservoirs are omitted. Each of the control valve devices 2V is controlled in part by the brake valve device 6 and inA part by the retardation controller device 8. The control valve device is best shown in Fig. 2 and comprises a self-lapping magnet valve portion 4I, a triple valve portion 42, an inshot valve portion 43, and a magnet valve portion comprising the cut-off magnet valve device 44 and the release magnet valve device 45.

The self-lapping magnet valve portion 4I comprises a casing 40 enclosing a valve chamber 46 containing the supply valve 41Ythat is adapted to control the flow of fluid under pressure from the main reservoir 3 to the brake cylinder through main reservoir pipe 4, valve chamber 46, passage 48, the inshot valve portion 43 and the magnet valve portion of the control valve device 2, and by passage and pipe 49 to the brake cylinder I. The supply valve 41 is urged to its seat by a spring 5I contained in the valve chamber 46 and is provided with an upwardly extending stem 52, the upper end of which terminates in a release valve 53 for engaging a -seat 54 on a sliding member 55. The magnet 56 is provided in the upper end of the casing and when energized the core 51 thereof, and a stern 58 are forced downwardly, the stem 58 engaging a pin 59 adapted to force the sliding member 55 downwardly to cause engagement between the valve seat 54 and the valve 53 on the upper end of the stem 52 to force the supply valve 41 from its seat against the force of the spring 5I. When the sliding member 55 is moved upwardly, thus separating the release valve seat 54 from the release valve 55, the passage 48 leading from the brake cylinder as above described is connected to the atmosphere through the exhaust port 6I..

The sliding member 55 is normally held in an upper or release position by a resilient diaphragm 62 which is secured thereto and to the casing embodying the self-lapping valve device 4|, to form a chamber 63 therebelow, that is connected to the passage 48 through passage 64, and a chamber 65 thereabove.

When the supply valve 41 isforced downwardly from its seat upon energization of the magnet 56, pressure is allowed to build up in the passage 48 leading to the brake cylinder and in the cham.. ber 63 on the under side of the diaphragm 62 until the upward force on thisV diaphragmA is equal to the downward force of the magnet stem 58. Should the pressure in thechamber 63 fall below the force necessaryto equalize the pressure of the magnet stem 58, the supply valve 41 will be again-.forced from-it'sseat to effect the 75..

further supply of uid under pressure to the brake cylinder and to the chamber 53, and Should the pressure in the chamber 93 increase above the downward force of the self-lapping magnet, the sliding member 55 will be forced upwardly until the seat 58 disengages the release valve 53 thus permitting the release of iluid under pressure from the brake cylinder and from the chamber 93 through the exhaust port 6| to thus maintain a pressure within the brake cylinder and within the chamber 93 corresponding Vto the downward force of the magnet 59.

The inshot valve portion 43 is'provided with a ball Valve 99 positioned in a valve chamber 9i. A stem 98 is provided for unseating the ball valve and is attached to a piston B9 contained in a piston chamber the lower side of which is open to the atmosphere. A spring 12 is provided for urging the piston 99 upwardly and an adjusting member 'I3 is provided for adjusting the spring. A downwardly extending stem 'I4 is connected to the piston 99 and passes through a central opening in the adjusting member 13 for carrying a switch contact member 'i5 that is biased between spring members 19 and 11, positioned respectively between collars 'i8 and 19 and the switch `contact member 'i5 to bias the switch contact member to a mid-position between the collars. The movable switch contact member 'i5 is adapted to engage the stationary switch contact members 8| and 82 in its upper or illustrated position, and the stationary contact members 83 and 94 when in its lower position to close circuits to be later described.

'I'he ball valve chamber 9? is in communication with a double check valve chamber 85 containing a double check valve 89 that is normally urged to its upper or illustrated position by a spring 91 to maintain communication between the passage 48 and the ball valve chamber 91 to permit the supply of fluid from the self-lapping magnet valve device 4| to the ball valve chamber and the release of fluid under pressure therefrom. In its illustrated position the upper valve seat 88 of the double check valve 89 is sealed against the gasket 89, cutting off communication between the ball valve chamber 9'! and the triple valve device 1532.V

When fluid under pressure is permitted to flow from the main reservoir pipe 4 past the self-lapping magnet valve device 4i into the passage "i8 and to the ball check valve chamber El', a portion of this fluid passes the unseated ball valve to the passage 49 and thence to the brake cylinder, and a portion continues through the passage 9|, the chamber 92, the cut-olf magnet valve chamber 93 of the cut-olf magnet valve device 44, and passage and pipe 49 to the brake cylinder. As the pressure within the passage 49 and the piston chamber of the inshot valve device increases to a predetermined value, depending upon the setting of the spring l2, the piston 99 is forced downwardly against the force of the spring 72, permitting the ball valve 99 to seat, thus closing communication from the valve chamber '5l to the passage 49 past the valve 99. Communication to the brake cylinder is effected thereafter through the chambers 92 and 93 of the cut-off magnet valve device 44.

The cut-01T valve device 44 comprises a casing enclosing the above mentioned chambers 92 and 93 connected by a passage 94, the chamber 93 containing a cut-olf valve 95 adapted when forced downwardly by the magnet 99 against the pressure -of a spring .I ,9i to engage the valve seat 98.

The release magnet valve device 45 contains a release valve chamber |9|, that is connected vthrough a restricted port |92 to the passage 49,

and contains a release valve |93 that is normally urged to its seated position by a spring |94. The release valve |93 controls communication between the release valve chamber |9| and the chamber |95 that is in communication with the chamber |99 of the safety valve device |01, so that when the release valve |93 is urged from its seat, fluid under pressure is released from the passage 49through the restricted port |92 to the atmosphere until the pressure is reduced to a value determined bythe setting of the safety valve |93 downwardly from its seat against th Y pressure of the spring |94. v

The supply of fluid under pressure to, and the release of fluid under pressure from, the brake cylinder may also be controlled by the triple valve portion 42 of the control valve device in accordance with a reduction in brake pipe pressure. The triple valve portion comprises a casing enclosing a piston chamber containing a piston ||2 having a downwardly extending stem H3 positioned in a slide valve chamber H4, below the piston, and adapted to operatively engage a main slide valve ||5 and agraduating valve ||9 contained within the slide valve chamber H4. Tnegraduating valve 6 moves -simultaneously with the piston stem |3 and the main slide valve ||5 moves with a delayed action.

The piston chamber is in communication with the brake pipe by way of passage Il. When the pressure in the brake pipe is normal or maintained at a predetermined value the piston H2 is in its lowermost, or illustrated position, which is the release position of a triple valve device. In this position a cavity in the main slide valve ||5 connects' a passage ||8 communicating with the double check valve, with the exhaust port ||9.

In release position the slide valve chamber ||4 is charged from the piston chamber through the charging groove |2| in the wall of the piston chamber that leads past the piston ||2. The auxiliary reservoir i4 is connected to the slide valve chamber H4 by pipe |22 and is charged from the slide valve chamber 4.

When the pressure in the piston chamber is reduced at a service rate the piston i l2 moves upwardly due to the pressure on the underside of the piston caused by the fluid under pressure at a greater pressure in the auxiliary reservoir and slide valve chamber. As the piston stem H3 moves upwardly the graduating valve H6 is moved to uncover the end of the port |23 through the main slide valve H5, and the main slide valve H5 is then moved upwardly until the port |23 registers with the end of the passage H8, thus supplying uid under pressure lfrom the auxiliary reservoir 4 through passage H8, past the double check valve 89 and the ball check valve chamber 91 and to the brake cylinder through the passages above described. As the pressure in the passage 8 increases, the pressure ony the upper side of the double check valve 89 correspondingly increases, thus forcing the valve 86 downwardly against the pressure of the spring 81 and permitting the flow of fluid under pressure from the passage ||8 past the check valve 86. When the pressure on both sides of the piston |`|2 are substantially e'qualiz'ed, thefg'raduating valve ||6 will Vmove downwardly to lap the end of the port |23, thus cutting off the ow of duid under pressure to the brake cylinder. When the pressure in the piston chamber is reduced at an emergency rate the piston` ||2 and the stem ||3 move upwardly suiciently to cause the lower end of the main slide Valve ||5 to uncover the end of the passageV I8, thus permitting a more rapid supply of fluid under pressure from the slide valve chamber ||4 to the passage H8. l

The retardationV controller device 8 comprises alpendulum or inertia device |24 that ispivotally mounted on the pin |25 and carries a movable contact member |26 that is adapted to engage contact members |21 and |28. The movable contact member |26 is connected by a conductor |29 to the positive terminal of the battery I9, the fixed contact member |21 is connected by a conductor |3| to the winding of the cut-o magnet valve device 44, and the xed contact member |28 is connected by conductor |32 to the winding |88 of the release magnet valve device 45. The pendulum |24 is urged to its illustrated or vertical position by a plunger |133 that extends through an opening |34 in the casing of the retardaion controller device and carries a-ange |35 thatengages the underside of a collar |36 that is biased toward the right by a spring |31 that extends between the collar |36 and a shoulder |38Vin the outwardly extending wall |39l of the casing structure. The portion |39 of the casing structure encloses a piston chamber |4|i containing a piston |42 having an `inwardly extending stem |43 that engages a slide member |44 provided with an inwardly extending stem |45 within a bore in the plunger |33. Upon the application of pressure to the piston |42 the stem |43 forces the slide member into engagement with the end of the plunger |33, thus increasing the force opposing the movement of the pendulum |24, and requiring a corresponding greater rate of retardation of the vehicle to create a force of inertia in the pendulum |24 that is sufcient to cause it to swing against the force of the plunger |33 to its contact closing positions.

A rocker arm |46 is mounted by the pivot pin |741 in the casing of the retardation controller device and is connected by a pin |48 to the stem |43 of the piston |42. The lower end of the lever |46 is connected by a pivot |49 to a slide member |5| mounted within a bore |59 within the casing portion ofthe retardation controller device and is provided vwith a stem |52 disposed within a hollow bore within a stem |53 of a piston |54 that is mounted withina .piston chamber |55 that is connected to the brakepipe A spring |56 is provided between the piston |54 and the slide member |5| for normally urging the lower end of the lever |46`toward the right. So long as normal brake pipe pressure is maintained within the brake pipe and within the piston chamber |55 the piston |54 is forced to itsextreme right hand or illustrated position. In this position a maximum force is exerted through the spring' |56 and the lever |46 against the force exerted by the piston |42, thus limiting that force to a minimum to erect a minimum rate oi'l retardation of the vehicle, as determined by theV forcey of the pis-ton |42 and of the spring |31 against the plunger |33. Y I

The piston chamber |4| is connected by the pressurecontrolling pipe' 5 to the pass age' 9| extending'irom the ball valve chamber 61- tother iterate lower chamber'QZ of the cut-off magnet valve device 44,'a`n'd when the brakes are applied by movement of the brake valve device 6 to any position within its Yelectric service application zone, the pressure withinvthe ball checl valve chamber'v 61 will be determined by the amount of movement of the brake valve device '6 from its release position, the pressurel supplied to the valve chamber 61 and the piston chamber |4| of the kretardation controller device 8 determining the totalrbraking force called4 for. As the pressure within the pistonV chamber |'4| increases, it tends to rotate the lever |46 inY a clockwise direction against the pressure within the piston chamber |55 that is exerted through the spring |56, an amount determined by the degree of increase in pressure within thepist'on chamber |4|, thus increasing the force required to be exerted by the pendulum |24 against the plunger |33 above the minimum force exerted by the spring |31, to a greatervforce that is determined by the relative pressures within the piston chambers |4| and |55'. It will be seen, therefore, that an increase in the pressure within the chamber |4| or a decrease of pressure in the chamber |55 changes the setting of the retardation controller device to require that an increased Vforward force be exerted bythe pendulum |24 toward the left in order to effect engagement of the contact member |26 with the contact members |21 and |28.

lThe pressure regulating device 1 comprises a casing |51p'roviding a piston chamber |58 connected to the brake controlling pipe 5and containing a, piston |59 that is urged toward the left by a` spring ISI, one end of which engages the piston |59 and the other end of which engages the outer end of the casing structure. The piston |59 is provided with a stem |52 extending through the outer end of thel casing structure and connected to a rheostat arm |63 that is pivotally supported by the p in |64, for varying the amount ofthe resistor |65 that is in circuit with aY dynamic braking' shunt |66 that supplies current through conductors |61 and` |68 to the windings'of current limiting relays |69 and |1| in accordance with the dynamic braking current owing through the rheostat 9.

VVehicle driving motors |12, |13, |14 and |15 are provided and are supplied with power from the overhead conductor |16 through trolley |11, conductor |18, a power controller indicated diagrammatically at |10, the line circuit breaker |149 in its circuit closing position, to the junction point |89 where the circuit divides, one branch of the circuit extending through the field windings |8| and |82 of the motors |12 and |13, respectively, and the armature windings |83 and |164 ofthe motors |14 and |15', respectively, to the junction point |85. The other branch of the circuit extends from the junction point |88 through the armature windings |86 and |81 of the driving motors |12 and |13, respectively, and

Ythe eld windings |88 and |89 of the driving motors |14 and |15, respectively, to the junction point |85. Fromv the junction point the circuit iscompleted through conductor 9|, the contact members of the power circuit relay |92, through the rheostat 9 and the power circuit relay |93 toV ground at |94. The energizing circuits for,V the powercircuit relays |92 and |93 and of the line contacter |19, which are maintained energizedY and in their circuit closing positions when the brake mechanismis in its release p0- s-ition, extend from the positive terminal of the',4 j

battery' |9"through"conductor |95, `switch contact members 8|, 15 and 82 on the inshot valve device, conductor |96 through the several branch circuits leading, respectively, through the winding of the relay |93 to ground at |94, through the winding of the relay |92 to ground at |91, and through the Winding of the relay |19 to ground at |93.

Upon application of the brakes the initial amount necessary to eiect movement of the inshot valve device to permit seating of the ball valve 66 and the'downward movement ci the stem 14 to eect movement of the switch contact member 15 from engagement with the contact members 8| and 82 and into engagement with the switch contact members 93 and 84, the above traced circuit for energizing the line contactor |19 and the power relays |92 and |93 is interrupted, and these relays drop. to their circuit interrupting positions thus interrupting the flow of power through the motors |12, |13, |14 and |15. A circuit is now completed extending from the positive terminal of the battery I9 through conductor |95, the switch Contact members 83, 15, and 84 of the inshot valve device,`

conductor 20|, through the winding of the dynamic braking relay 292 to ground at 294, and through the winding of the dynamic braking relay 295 to ground at 205, thus causing the dynamic braking relays 292 and 295 to be energized and actuated to their upper, or circuit closing, positions. The relays 292 and 205, in their circuit closing positions, complete a circuit from the junction point 291 of the motor circuit through conductor 298, the dynamic braking relays 202, the resistor of the rheostat 9, dynamic braking relay 295 and by conductor 299 to the junction point 2| l of the motor circuit. The motors now operate as generators for supplying energy to the resistor 9 of the dynamic brake rheostat thus effecting a dynamic braking action.

The dynamic braking rheostat 9 is provided with a movable contact arm 2|2 that' is actuated by any suitable means such as the pinion 2|3 and the rack 214 that is normally biased to its upper position by the spring 2|5, that is positioned between a collar 216. on therackor stem 2|4 and a xed abutment 2|1. An operating cylinder 2 i3 is provided containing a piston chamber 2|9 containing a piston 22|V connected to the stem or rack 214 and actuated in accordance with the operation of an application magnet valve device 222 and a release magnet valve device 223. The application magnet valve device 222 comprises a casing containing a valve chamber 224 that is in constant communication with a chamber 294 within a magnet valve device 295, and a chamber 225 that is in constant communication' through pipe 229 with the piston chamber 2|9. The application valve chamber 224 contains an application valve 221 that is normally urged upwardly to its seat by spring 228, and is adapted to be forced downwardly Vfrom its seat by a magnet 229 in the upper portion of the casing of the valve device 222. The release magnet valve device 223 is provided with a casing containing a release valve chamber 23i that is rin constant communication withthe piston chamber 2|9 through the pipe 226 and a release chamber 232A that is in constant communication with the atmosphere through the exhaust port 233. The

chamber 23! contains a release valve 234 that isnormally urged upwardly to its seat by the spring 235 and is adapted to be moved downwardly from its seat against'the force-` of the spring 295 by a magnet 239l in the upper portion of the casing.

The magnet valve device 2 95 is connected between the application magnet valvevdevice 222 and the'straight air pipe 4 and comprises acasing containing the aforenamed chamber 294, a release valve chamber 296 that is in constant communication with the atmosphere through the exhaust port 291', and anapplication Valvechamber 298 that is in constant open communication with the straight air pipe 4. A release valve 299' is provided in the release valve chamber 296 and application valve 399 is provided in thev application valve chamber 298. vided with connecting valve stems and are urged upwardly by the spring 413 within the application valve chamber to force the valve 390 to its seat and the release valve 299 from its seat and are adapted to be forced downwardly against the spring 413 upon the energization of the winding of a magnet 414 in the upper part ofthe casingv structure.

The pressure operated switch 35 comprises :ar casing 231 enclosing a piston chamber 238 containing a piston 239 from which a piston steml 24| extends upwardly to carry the movable contact member 242 of a switch that is adapted to engage the fixed contact members 243 and 244 for closing a circuit throughlthe resistor 245 and, the winding of the cut-omagnetvalve' device 44. ing the piston 239 and the' stem 24| downwardly to its illustrated'I position. A choke 241' or restricted exhaust port is provided for permitting the iiow of iiuid from the piston chamber v239 to the atmosphere to permit'the gradual release of fluid under pressure from the piston chamber 248 sovthat the switch contact 242 will operate to its circuit interrupting position after a predetermined time to interrupt a circuit through the magnetic valve device 44. l l

The operation of the system illustrated'in Figs. l, 2 and 3 will now be described. Fluid at main reservoir pressure is available, through the main reservoir pipe 4, atY the application valve chamber 46 of the self-lapping magnetic valve portion 4| of the control valve devices2 on eachbrake unit. With the brake valve device 6 in its illus-Hl trated, or release, position fluid under pressure iiowsf to the brakepipe |I assupplied from-the main reservoir 3 thro-ugh the feed valve I2, pipe I3, and the cavity 29 in the rotary valve 28. Fluid under pressure flows from the brake pipe to the piston chamber of the retardation controller a counterclockwise direction to effect a setting of the retardation controller corresponding to a minimum desired rate of retardation of the vehicle. Fluid under pressure also flows from the brake pipe v| through the piston chamber V|| of the triple valve portion 42 of the control valve device 2, past the feed groove |2| in the pistonder pressure also flows from the cavityV 29. tov the portion 30 of the rotary valve 28 to thev time ing reservoir 32 by pipe 3| charging the timing@ reservoir to brake pipe pressure.

When the operator wishes to make a service application of the brakes, the brake valve device 9 is moved to a position within its electric service application zone represented by thevertical lines 248 and 249 on thediagrampfgthe vbrake valve .dCi/,ille sin' Fig. 1. It will be noted that for any 'Ihese valves are .pro-- device 8, to hold thepiston |54 against the'bias y of the springs |55 and to rotate the lever |46 in' tric service application zone fluid under. pressure is continued to be supplied to the brake pipe through the cavity 29 in the rotary valve 28. As the brake valve device. reaches the position represented by the vertical line 248 the contact members I8 and 2| engage the contact s-egment Vand at the same time a communication is establishedthrough the cavity 33 of the rotary valve, 2.8, between the timing reservoir. 32 and. the piston chamber 238 of the pressure operated switch 35., thus, causing the operation of the switch to itsl circuit closing position to complete a circuit tothe cut-offrmagnet valve device 44 from the. positive terminal ofA the battery I9, through conductor 25|, contact members `243, 242 and 244 of the pressureoperated switch, resistor 245, conductor 23|, the, winding; 96 of the cut-off magnet valve device 4,4, to ground at 252, and to the grounded terminal 253 of the battery I9. The cutoff magnet valve device 44 is thus energized independently, of the operation of the retardation controller device. 8, but after a predetermined length'v of time, depending upon Vthe time required to discharge the timingy reservoir 32 through the choke 2.41, the switch'contact member, 242 is forced downwardly by .the springs 246 to interrupt the` above traced circuit, and thus deenergize the out-olf magnet valve de vice.v

The engagement ofr the contact members I8 and 2| with the conductingsegments I1 causes a circuit to be completed from the positive terminal of the battery I9. through a resistor 26, conductor 21, the winding of the magnet 5,6 of the self-lapping magnet valve portion 4.| of the control valve device. 2, to ground at 254, and to the grounded terminal 2,53fof the battery I9, thus energizing the magnet 56. As the brake valve device 6 is moved further from its release. position through the electric service application zone, causing the l contact members 22, 23, 24 and 25 to successively engage the conducting segment I1, increasing portions ofthe resistor 26 is shunted from the circuit to the magnet 56 of the self-lapping magnet valve portion, thus correspondingly increasing the degree ofenergization of Ythislmagnet and consequently the downward force of the magnet core 51 and the pin. 59.

As above explained the downward force of the stem'58 against the pin 59causes the sliding member 55 to be ,actuated` downwardly to effect a seating of the releasevalve 53Y against its seat 54 and to move the stem 5 2V downwardly to unseat the application valve 41 and permitlthe Vflow of fluid pressure from the main reservoir pipe 4 to the passage 48, and to the chamber 63Y beneath the diaphragm 62, until the pressure therein builds up to a value corresponding to the downward force ofthe magnet 56. Thus the pressure within the passage 48 depends upon the degree of energization of the magnet 56. the pressure builds upy in the chamber 6 3, iluid under pressure flows past the ball valve 66, throughthe brake cylinder pas-V sage and pipe 49 to the brake cylinder I, until the pressure within the piston chamber 1| of the inshot valve device builds up to a value sufcent to force the Vpiston 69 downwardly against the force of the spring 12 Vto cause thefball valve 66 toseat, Since, as above explained, the pressure operated switch ."Itis moved to its circuit closing position t0 energize thewindines. ofthe magnet 9 6of-thecut off valve device i4v upon movement ofthe brake valve`A 6 from its release position, the

valve 9.5 isvseated and remains seated so long asy thepressure operatedswitchfremains in its cirterrupting position to deenergize the winding of the magnet 96 and permit the valve 95 to be operated to its illustrated position. This gives timeV for the dynamic brake to be applied as controlled by the pressure regulator 1 and its effect to be felt at the retardation controller prior to application of the iluid pressure brake, thus avoiding an undesirable momentary surge overcast that might-occur if both brakes were applied together before the retardation'controller can become effective to limit the degree of application of the brakes.

While the valve Y is maintained seated, thus preventing the fluid pressure in' the brake cylinder from increasing above `a predeterminedv amount as controlled by the inshot valve device, the pressureisallowed to build up in the ball valve chamber Gland in the brakev control pipe 5 to a value corresponding, to the movement of the brake valve device 6 fromY its release position, and the degree of energization'of the self-lapping magnet valve, portion` 56, to effect a pressure within the pipe 5. corresponding to the desired rate of braking. The purpose of preventing the fluid pressure from building up immediately in the brake cylinder lI is to provide time for effecting the applicationkof the dynamic brakes through operation of the regulator 1, the piston chamber |58 of which is supplied with Iluid under pressure at brake control pipe pressure, causing the piston |59 to be moved toward the vright against the bias of the spring |6| an `amount depending upon the pres sure within the pipe 5 to effect a corresponding operation of the rheostatarm |63, and a corresponding increase in the amount of the-resistor |65 that isincluded in the circuit between the shunt |66 correspondingly increase the dynamic braking current required to effect an upward operation oi' the relays |69 and Y When the pressure within the ball Valve chamber 61 builds up to a value causing movement of the piston 69 downwardly to allow seating of the ball valve 6,6, the switch element 15 is moved out of engagement with the switch contact members 8| and 82, thus interrupting the above traced circuits through the line contacter |19 and the power relays |92 and |93 to effect operation of these switches to their circuit interrupting positions, and is movedinto engagement with the contact members 83 and 84 to effect the closure of a circuit Vthrough the windings of .the dynamic braking Y relays 262 and 265, causing them to be operated upwardly to their circuit closing' positions.

Upon closure of the dynamic braking relays 202 and 265 currentY will flow from the shunt |66 through conductor |61, the resistor |65', conductor 255, the windings of the current limiting relays |1| and |69 and conductor |68 to the other terminal of the shunt |66 to control the positions of the relaysl |69 and |1|. Current also flows from conductor, |61 through the winding of the and the current limiting relays |69 and to Cil 224. In the illustrated positions of the relays |69 and I'II iiuid under pressure will ow from the chamber 224, past the unseated application valve 227, through pipe 226 to the piston chamber 2 |9 of the cylinder 2|8, thus forcing the piston 22| and the rack 2|4 downwardly to cause rotation of the rheostat arm 2 I 2 in a clockwise direction to decrease the resistance in circuit with the motors |l2, |14, and |15 to thereby increase the rate of dynamic braking. As the rate of dynamic braking increases, the current flowing through the windings of the relays |68 and increases until the energization of the relays becomes suiicient to cause them to be operated upwardly, thus interrupting the circuit from the positive terminal of the battery I9 through conductor |95, conductor 255, the contact members of the current limiting relay |69, the winding of the magnet 229 to ground at 251 and to the grounded terminal 253 of the battery I9, thus permitting the spring 228 to seat the application valve 221 and prevent further increase of pressure within the piston chamber 2|9. At a very small further increase in current through the circuit of the windings of the relays |69 and the energization of the winding of the relay I'II will increase sufliciently to cause that relay tobe operated upwardly to its circuit closing position, thus completing a circuit from the battery I9 through conductor |95, conductor 256, the contact member ci the current limiting relay I, the winding of the magnet 235 to ground at 251, and to the grounded terminal 253 of the battery I9, thus causing the release valve 234 to be moved downwardly from its seat and permit the escape` of fluid under pressure from the piston chamber 2|9 to the atmosphere through the exhaust port 233 to permit the upward movement of the piston 22| and the rack 2|4 under the influence of the spring 2|5, thus eiecting a counterclockwise operation of the rheostat arm 2|2 to decrease the dynamic braking rate until the current flowingfrom the shunt |55 through the windings of the current limiting relays i69 and has decreased sufciently to permit the relay I'II to drop to its lower or illustrated position.

As the pressure within the piston chamber |4| of the retardation controller device 8 increases the lever is biased in a clockwise direction, thus adding a force, in addition to that effected by the spring l 3?, against the force of the plunger |33, thus increasing the force of inertia required by the pendulum |24 to effect engagement of the contact member |25 with the Contact members 52'! and l28 to eiect an increase in the rate of retardation of the vehicle.

After the initial period during which the cutoff valve 95 is maintained in its seated position by operation of the pressure operated switch 35, as described above, the valve 95 will be forced upwardly by the spring 91 permitting the flow of fluid under pressure from the ball valve chamber 67 through passage Si, chambers 92 and 93, brake cylinder passage and pipe 49, to the brake cylinder I. The brake cylinder pressure therefore builds up to effect an increasing application of the brakes until the pendulum |24 is forced sufciently toward the left to cause engagement between the contact members |25 and |27, to close a circuit from the positive terminal of the battery i9 through conductor |22, contact members |25 and |27, conductor ISI, the winding of the inagnet 96 of the cut-off magnet valve device 44 to ground at 252 and to the grounded terminal 253 .of the battery i3, thus energizing the winding of the cut-off magnet valve device Yto force the -valve 95 to its seat to prevent further increase in the brake cylinder pressure. Should the rate of retardation ofthe vehicle increase further, or sufciently for thecontact member |25 of the retardation controller device to engage the contact member |28, a circuit will be completed Vfrom the positive terminal of the battery I9 through conductor |29, the contact members |26 and |28 of the retardation controller device,conductor E32 and the winding of the magnet |98 of the release magnet valve device 45 to ground at 252 and to the grounded terminal 253 of the battery I9, thus I energizing the magnet of the release magnet valve device `to force the release valve |63 downwardly from its seat, to eiect the release of iiuid under pressure from the brake cylinder I through the brake vcylinder pipeand passage 49, the restricted choke i12, the release valve chamber Iii I, the chamber |55, andthe chamber |96 ofthe safety valve devicev |51 to the atmosphere until the pressure within the chamber |05, and within the brake cylinder, has been reduced to a Value determined by the setting of the safety valve device |01. t

If, for any reason, the operator desires to effect'a pneumatic service application of the brakes, as for example in case of failure of the electrical control circuit, the brake valve device 6 is moved to the position indicated in the diagram in Fig. 1 as pneumatic service position in which position the cavity 36 effects communication between the brake pipe II and the exhaust port 3'! to effect a reduction in brake pipe pressure at a restricted rate and hence a corresponding reduction in pressure within the piston chamber III of the triple valve portion 42 of the control valve device 2. As the pressure within the piston chamber I I decreases the overbalancing pressure in slide valve chamber I|4 moves the piston and the piston stem VI I3 upwardly causing the graduating valve Ii to uncover the inner end of the port |23 through the main slide valve I|5 and moving the main slide valve ||5 upwardly until the port |23 registers with the end of the passage H8 thus effecting the supply of iiuid under pressure from the auxiliary reservoir I4 through the pipe |22 to the upper side ofthe double check valve 86, forcing the check valve downwardly againstthe force of a spring 8l and permitting the supply of iluid under pressure to flow to the valve chamber 61 of the inshot' Valve device. Fluid under pressure then flows from the ball valve chamber E? to the brake cylinder I, past the unseated ball valve and past the unseated cut-oli valve 9 5 in the manner above described, except as limitedv byvoperatlon of the retardation controller which becomes effective to limit the degree of application of the brakes when the braking force has increased sufciently to cause the desired rate of retardation of the vehicle.

Should the operator desire to effect an emergency application of the brakes, the brake valve device 5 is moved to the position indicated in the diagram as emergency application position, thusr bringing the cavity 38 in the rotary valve 28 to effect communication between the brake pipe |,i and the exhaust port 3l? to eiiect a rapid rate of decrease in brake pipe pressure, and a correspondingly rapid rate of decrease in the pressure within the triple valve piston chamber |||,l to eifect an upward movement of the piston I I2 and of the piston stem ||3 to its extreme upper position so that the main slide valve I5 is moved clear of the end of the passage I I8 to effect a more rapid rate of ow of fluid under pressure from the auxiliary reservoir I4 to the ball valve chamber 61 and to the brake cylinder I as above described.

When the brake valve device 6 is moved from its release positionto either its pneumatic service application position or its pneumatic emergency application position, the piston chamber 238 of the pressure operated switch 35 is not placed in communication with the timing reservoir 32 so that the switch does not operate to close a circuit through the magnet of the cut-off magnet valve device 44, and thus does not prevent the immediate building up of pressure within the brake cylinder I to a value corresponding to the pressure within the ball valve chamber 61, except when limited by the retardation controller. This effects a more rapid rate of application of a pneumatic brake than when the Vbrake valve device is moved to a position within the electric-service application zone.

Referring to Fig. 4, the embodiment of the invention therein illustrated corresponds, in its essential elements, to that illustrated in Figs. 1, 2 and 3 and includes a control valve device 2 having a self-lapping magnet portion 4I, a triple valve portion 42, an inshot valve portion 43, a cut-out valve device 44 and a release magnet valve device 45 that are similar to the correspondingly numbered elements of the control valve device 2 illustrated in Figs. 1 and 2. The self-lapping magnet valve portion 4| is controlled by a brake valve device 6 and circuits corresponding to those shown in Fig. l, and the switch attached to the stem 14 of the inshot valve portion, comprising the switch contact members 15, 8|, 82, 83 and 84, controls the dynamic braking and power relays in the same manner as in Fig. l, and the pressure regulator 1 operates to vary the resistance of a resistor |65 in circuit with the current limiting relays |69 and |1I of Fig. 1. In the embodiment of the invention disclosed in Fig. 4 the pneumatic adjustment of the retardation controller 8 is determined by the pressure within the brake control pipe which corresponds with the pressure Within the valve chamber 81 of the inshot valve portion, but the presball valve chamber 61, exceptas this is limited by operation of the retardation controller 8 to actuate the cut-off valve 95 to its seat.

The control valve device 2 shown in Fig. 4, instead of permitting an immediate application of the fluid pressure brakes to a predetermined amount as does the control valve in Fig. 2, is provided with a differential relay valve portion 258 connected between the passage 49 and the brake cylinder I to prevent the passage of fluid under pressure to the brake cylinder until the pressure within the passage 49 has risen to some predetermined value, such as one-half the pressure that is supplied by the self-lapping magnet valve portion 4I when the brake valve is in full service position. Y

The differential relay valve portion 258 comprises a casing containing a chamber 259, bounded on one side by a diaphragm 26|, the chamber being in constant communication with the cut-off valve chamber 93 through the passage 49, and also containing a chamber 262 on the other side of the diaphragm that is in constant communication, through passage and pipe 263, with the brake cylinder I. A stem 264 is attached to the diaphragm 26| and is provided with a narrow portion 2657that slides within a bore in the wall of the casing structure and carries a slide valve 266 provided with a cavity 261 for connecting the passage 263 to the atmosphere through the exhaust port 268. The other end of the stem 264 extends through a bore 269 in a wall in the casing structure and abuts against a diaphragm 21| forming one wall of the chamber 262 and the other side of which engages a plunger or graduating stem 212 that is forced toward the left by a spring 213.

A by-pass magnet valve device 214 is associated with the differential relay valve 258 and comprises a casing containing a chamber 215 that is in open communication with the passage 49, and a valve chamber 216 that is in open communication with the brake cylinder I through the passage and pipe 263 and contains the by-pass valve 211 that is urged upwardly from its seat by a Vspring 218 in the chamber 215, and downwardly against its seat by the magnet 219 rin the upper part of the casing. The magnet 219 is energized by a circuit extending from the conductor |95 that is connected with a positive terminal of the batteryv I9 (Fig. 1) through the winding of the magnet 219, conductor 28|, the switch contact member 282 of the pressure operated switch device 283 to ground at 284, and to is provided in the upper portion of the casing for urging the piston 286 downwardly to bring the switch contact member 282 into circuit closing position. Y

The embodiment of the inventionillustrated in Fig. 4 differs in its operating characteristic from that illustrated in Figs. 1 and 2 in that full dynamic brake application is permitted before the uid pressure brake is applied. As the uid pressure supplied by the self-lapping magnet valve portion 4| builds up from zero pressure to some fraction, say one-half, the full service brake cylinder Ypressure. within the chamber 259 of the differential relay valve portion 258, and also within the piston chamber |58 of the pressure regulator device 1, the pressure regulator will make a full stroke, thus cutting in the entire resistance in the resistor |65 and eiecting a full application of the dynamic brakes. The spring 213 of the diierential rela-y valve device is so adjusted that Auntil the pressure within the chamber 259 has risen to one-half full service brake cylinder pressure no fluid is permitted to pass the slide valve 266 to flow through the passage and pipe 263 to the brake cylinder I, ythe pressure within the chamber 259 on the left hand side of the diaphragm 26| being insufficient to overcome the force of the spring 213. As thepressure within the main chamber 259 rises above this point, the force on the front of the diaphragm 26| is greater than the force of the spring 213, and moves the slide valve 266 suiiiciently to uncover the end of the passage 263 permitting uid under pressure to iiow from the main chamber 259 to the brake cylinder through the pipe and passage 263 and at the same time toflow to the chamber 262 on the back of the main diaphragm 26| and on the front of the diaphragm 21|. The pressure Within the chamber 262 acts on the back of the diaphragm 26| to aid the .action o-f the spring 213, and on the front of the diaphragm 21| to oppose the action of the spring 213, butsince the diaphragm 26| is larger than the diaphragm 21| the total eiect of the pressure within the chamber 262 is to aid the spring 213 to cause a differential action such that, as the pressure within the main chamber 259 rises above that value necessary to initially move the slide valve 266 to uncover the end of the passage 263, the 'pressure Within the chamber 262 and within the brake cylinder will increase say two pounds for every pound increase within the chamber 259, or Aat such other differential ratio that is determined by the ratio of the areas oaf the diaphragms 26| and 21|. When the pressure within the chamber 262 has risen suioiently the pressure on the back of the diaphragm 21| alone will be suicient to overcome the force of the spring 213 so that the pressure within the chamber 262 and within the brake cylinder will then correspond to the pressure within the main chamber 259.

As the pressure within the main chamber 259 builds up from one-half full service brake cylinder pressure to full service brake cylinder pressure, or is maintained by the self-lapping magnet valve portion 4| at any intermediate value, the balanced forces on the diaphragms 26| and 21| will first move the stem 264 and the slide valve 266 toward the right suiiiciently to uncover the end of the passage 263 and permit fluid under pressure to flow to the brake cylinder as above described, and, when the balanced forces on the diaphragms 26| .and 21| have built up suiciently to overcome the pressure on the diaphragm 26| Within the chamber 259, vthe diaphragm stem and slide Valve 266 will be moved i to lap position to cut off the supply of fluid under pressure from the chamber 259 to the brake cylinder. Upon a reduction in pressure in the passage 49 and chamber 259, the valve 266 will be moved toward the left by the force of the spring 213, to its illustrated position, to release fluid under pressure from the brake cylinder to the atmosphere through the exhaust port 268. It will therefore be seen that the differential relay valve device 258 operates as a relay valve with a characteristic such that, as the pressure within the chamber 259 is increased from one-half full brake cylinder pressure to full brake cylinder pressure the pressure within the brake cylinder is increased from zero to full brake service pressure.

.The by-pass magnet valve -device 214 is for the spring 218 would force the by-pass valve 211 upwardly from its seat, thus connecting the pas` sages 49 and 263. The by-pass magnet valve device is also deenergized and operated to its upper position in case of operation of the triple valve portion 42, due to interruption of its circuit by the pressure operated switch 283 that is responsive to the pressure within the passage H8.y As the pressure builds up withinthe passage |I8, the switch 283 is operatedto its circuit interrupting position, thus operating the by-pass magnet valve 211 to its upper position to permit the brake cylinder pressure to build up as rapidly as does the pressure within the passage 49. I

It will be noted that, in the brake system illustrated in Fig. 4, should the brake valve device be moved less than half way from its release position to a position corresponding to full service position, the relay valve portion 258 Will prevent the passage, of iiuid under pressure from the chamber-259 to thebrake Vcylinder and the entire braking will be done by the dynamic c brake. Should there be a failure of power in the control circuit while the dynamic brake is so operating the by-pass magnetic valve device-214 will operate to Abring the brake cylinder pressure up to thepressure within the chamber 259 of the differential relay valve device, thus automatically preventingv a loss in braking force.

In the system illustrated in Fig. 4 the safety valve |01 andthe inshot valve passage that is closed by the ball Valve 66 may be omitted, thus giving the pressure regulator 1 a wider range of control. In cases where the dynamic braking equipment is designed to produce suiicient braking capacity to effect the maximum required rate of retardation of the vehicle Without the application of the pneumatic brakes, the pressure regulator 1 may operate the dynamic braking rheostat 9 directly as illustrated in Fig. 5 by the provision of a rack 289 that engages the pinion 2|3 for operating the rheostat arm I2, the rack being connected by the pivot 290 to a lever 29| that is mounted at its upperend on-a fixed pivot pin 292, and is connected by the pivot pin 293 to the stem |62 of the pressure regulator 1. Since, however, a given position of the stem |62 corresponds to a given position of the rheostat 9 the pressure regulator 1 must be used in themanner shown ink Fig.4 1 to control the current limiting relays |69 and |1| where the dynamic braking equipment is not designed to lproduce the fullbraking force required since 'it is necessaryto vary the position of the dynamic braking rheostat 9 as the vehicle slows down in order to produce the desired degree of dynamic braking. The remainder of the equipment used in the system illustrated in Fig. 5 and not here described, corresponds to that illustrated in Figs. 4 and 1.

One of the limitations to the use of the equipment thus far described is that the pressure existing Within the piston chambers |58 of the pressure regulators 1 for`4 the diifere'nt braking units of a train may diifer after the magnet valve portions 4| have operated to initially vap-ply the brakes, due to different leakages at the different units. The system illustrated in Fig. 6 shows one in which the pressure supplied to the several pressure regulators 1 of the several braking units of a train will be equalized.

Referring to the embodiment of the invention illustrated in Figs. 6 and 7, the equipment employed therein comprises a brake cylinder 30| for applying the uid pressure brakes Yin accordance with the operation of the control valve device 302 as limited by a differential relay valve device 303 and a by-pass magnet valve device 304, and a pressure regulator 1 for controlling the applica` tion of the dynamic brakes.

The control valve 302 and the pressure regulator 1 are controlled by variations in pressure Within the straight .air pipe 305. and the brake pipe 306, as controlled by the brake valve device 301 and the retardation controller device 308. A master control diierential relay 309 is providedv for controlling the operation of an application magnet valve device 3|| and a release magnet valve device 3|2 in accordance with the pressure within the control pipe 3|3 asrsupplied by the brake valve device 301 and the retardation controller device 308. 3|4 is provided that operates the switch contact member in accordance with the pressure Within the dynamic brake control pipe 3 I 5 which performs the same function as the movable switch contact member 15 illustrated in Figs. land 4 and operated in accordance with the movement of from a main reservoir 3-l9, vas controlled-by the brake valve device 301.

It will be appreciated that a single brake valve device and retardation controller device is required for a single equipment, `and that separate braking' equipment is provided for each braking unit, comprising a master control differential lrelay 309, application andrelease magnet valve `devices 3|| and 312, a control valve device 302,1and the parts controlled thereby;

The brake valve device 301 may correspond with that disclosed and claimed in the copending United States patent application of Ewing Lynn and Rankin J. Bush for Improvementsvin brake valve devices, Serial No. 569,158, filed October 16, 1931, and assignedv tothe sameassignee as this application.

The brake valve device-301 comprises acasing having a main body portion 32|, .a self-lapping valve portion 322 and a rotary valveportion '323, the three portions together defining: apressure chamberV 324 vthat is `:in open communication through the pipe andv passage.. 325 with thek piston chamber 32`6of`the retardationcontroller device308.

The selilapping valve portion 322 is provided with'a'supply valve chamber 32.1 to'whichafeed valve device 31I8 of the usual'type'suppliesuid under pressure at a; reduced pressurefrom. the mainV reservoir 3|9 Atliroughthe main. reservoir pipe and passage 328. A supplyfvalve329zis contained within thesupply valve chamber 321 and is slidably disposed withina bore133|-n thefcasingA to engagea seat'3-35 providedzimthefvalve.portion of the casingi The supply valve "3291s subject tothe pressure-of ra spring.' 336, one end of which engages the valve; and. theotherend of whichy engages a nut'331screwethreadedly attached'within ar bore in the valve portion 4of the casing.

The'self-lapping'valveportion .or sectionof the casing 301 is also Vprovidedwith. acylinder v338 which'is open;at one endtothe pressure'chamberV 324, the other end of the;-cy'linderi-being closed by an adjusting member. 34| screw-threadedly i attached within a.l bore in the self-lapping valve casing portion. The adjusting'member 34| is provided'with a central 'bore v342which at its outer end is adapted `to receive a screw-threaded cap member' 343. operatively mounted in the-cylinder 338 adjacent its open end is a movable abutment in the form of` a piston 344` having a stem 345 which is slidably guided'by theadjusting member 34| `within.the-inneriend of the bore 342. Atone end of the piston 344 is a -chamber 346 which is constantly'open Ato the atmosphere A pressure operated switch V35|.

through the exhaust passage and port 341. A'

coil spring 348 is contained in the chamber 346 and is interposed between and engages the inner face of the piston 344 and the inner face of the adjusting member 34|.

A release valve chamber 349 is provided within piston 344 `that is in open vcommunication with the pressure chamber 324 through a passage A release valve-352 is contained within the valve chamber 349 and is adapted to seat on the valve seat 353 formed on the piston and which is -operative to control communication between the valve chamber 349 and the chamber 346 through connecting passages 354 in the piston a stem 355, the small end of which slides within a bore in the stem of the piston 344 and the larger end of which is provided with a collar 356 which slidably engages the piston within'a central bore 351 and is subject to the pressure,

limited by the collar 356 which engages a stop ilange 36| that is secured to the piston 344.

Outward movement A mechanism is provided for controlling the operation of the supply valve 329 andthe release valve 352 comprising spaced levers 362 that are pivotally mounted intermediate their ends on a pin 363 supported in a plunger 364 that is slidably guided within a bore 365 in the casing of the self-lapping valve portion 322.

The lower end of the spaced levers 362 are connected together by a pin 366 which is loosely mounted within a roller 361 that is adapted to operatively engage the outer end of the release valve stemv 355. The upper end of the spaced levers 362 are connected together by a pin 368 on which one end of the operating rod 369 isA pivotally mounted, the opposite end of the rod operatively engaging the supply valve 329 within a recess 31| formed in its face.

For the purpose'of operating the plunger 364 toward the right is provided an operating cam 312 mounted upon a shaft 313 that is carried in an upperv bearing 314 and in a lower bearing 315 and is arranged .to be operated by the brakev position, and the spring 358 forces the releasevalve 352 toward the left to its unseated position. To the lower end of the shaft 313, beneath the bearing'315 a rotary valve 311 is attached within the valve Ychamber 318 that is in constant communication with the main reservoir 3I9 through the main reservoir passage and pipe 328. When' the brake valve handle 316 is in other than its emergency position the rotary valve chamber 318 is also in communication, through a port 319 in the rotary valve 311, with the brake pipe passage and pipe 306. A cavity 38| is provided in the rotary valve 311 for connecting the piston chamber 384 of the retardation controller device 308 with the atmosphere through pipe and pasvalve 377 is in other than its emergency position.

When the rotary valve 377 and the handle 376 of the brake valve device are moved to emergency position, the brake pipe and passage 365 are connected to the exhaust port 383, through the cavity 379 in the rotary valve 377 as shown in Fig. 7 and the piston chamber 384 of the retardation controller 3713 is co-nnected to the main reservoir 379 through rotary valve chamber 378 by way of the cavity 387 in the rotary valve 377.

The retardation controller device 393 is embodied in a casing provided with a slide valve 385 that is adapted to control the flow of fluid under pressure from the pressure chamber 324 of the brake valve device 3777 to the chamber 385 in the upper part of the master control differential relay device 399 through pipes 325 and 373. The slide valve 385 is provided with a cavity 337 which is adapted, in the illustrated position of the valve, to register with both the port 325 and 373 to effect communication between correspondingly numbered pipes and to cut out the flow of fluid therebetween when the valve 385 is moved toward the right an amount suincient to lap the passage 325, and to release fluid under pressure from the chamber 385 of the master control differential relay device 3779 when the valve 385 is moved toward the right sufficiently to eiect communication between the passage 373 and the exhaust port 388.

The slide valve 385 is urged toward its illustrated position by the spring 399 contained within a bore in the casing and positioned between a collar 389 on the right end of the slide valve Y 385 and a piston 397 within a bore 392 of the casing, and is provided with a stem 393 that is connected to a piston 394 contained within the piston chamber 334 above mentioned. A rocker arm or lever 395 is pivotally mounted on the pin 3973, the upper end of which is adapted to engage the piston 397 and the lower end of which is attached by a pin 397 to the stem 398 of a piston 399 contained within the above mentioned piston chamber 326. The piston 399 is normally biased toward the left by a spring 4737 positioned between the end of the piston stem 398 and a cap 402 in the casing structure.

The movement of the slide valve 385 toward the right is eiected by movement of the inertia body 493 toward theleft. Wings or anges 494 are provided on the inertia body 493 for supporting it upon the rollers 495. A roller 493 is provided for engaging the left hand end of the inertia body 493 and is mounted in a lever 497, pivotally mounted on the pin 498, and provided with a roller 499 in its lower end for engaging the left end of the slide valve 335. The inertia body 4733 is normally held in its illustrated position at the right of the casing structure by the regulating spring 388. As the retardation of the vehicle increases the inertia tending to move the body 493 toward the left increases, thus tending to move the slide valve 385 toward the right against the bias of the spring 399. As the pressure within the pressure chamber 324 of the brake valve device 397 increases, the pressure within the piston chamber 323 of the retardation controller device correspondingly increases thus foroing the piston 399 toward the right and forcing the piston 397 toward the left to increase the force on the spring 399 thus increasing the retardation of the vehicle permitted by the retardation controller device. As the handle 373 of the brake valve device 337, and the rotary valve 377 are moved to emergency position the pressure within the piston chamber 384 correspondingly increases to the pressure within the rotary Valve chamber 378, to also bias the spring 390 to increase its force and thus correspondingly increase the setting of the retardation controller device to permit a greater rate of retardation of the vehicle. A stop 477 is provided in the casing of the retardation.controllerV device able contact member 47 6 that is adaptedto en gage the xed contact member 477 for controlling the operation of the application magnet valve device 377, and with a downwardly extending stem 478 for carrying the movable contact member 479 for engaging the xed contact member 427 for controlling'the operation of the release magnet valve device 372. Centering springs 422 and 423 are provided on the upper `and lower sides, respectively, of the diaphragm 474, the u lower spring 423 having a slightly greater force than the spring 422 so as normally to maintain the contact members 476 and 477 in engagement when no pressure exists in either of the chambers 386 and 473. 1

The application magnet valve device 377 comprises a casing containing a chamber 4.24, that is in constant open communication with the sup-ply reservoir 376 through the supply reservoir pipe 425, and an application valve cham.- ber 426 that is in constant communication with the straight air passage and pipe 395. The application valve 427 is provided for controlling communication between these two chambers and is biased to its unseated position by a spring 428 provided within the chamber 424, and to its lower or seated position upon energization of the magnet 429.. i A

The release application magnet valve device 372 comprises a casing containing a chamber 437, that is in constant open communication with the straight air pipe 305, and a release valve chamber 432 that is in constant open communication with the atmosphere through the exhaust port 434, communication between which is controlled by the release valve 433 that is normally urged to its unseated position by the spring 435 within the chamber 437, and is. adapted to be forced to its seated position upon energization vof the magnet 43E.

In the illustrated position of the diaphragm of the master control differential relay device 399,v

as supplied through the retardation controller 75,

device 308, the diaphragm 4|4 is moved down- ^wardly, thus separating the contact members 4|6 and 4|1 and causing engagement of the contact members 4|9 and 42| to complete a circuit from the positive terminal of the battery 431 of the battery 431, thus energizing the magnet of the release magnet valve device and causing the release valve 433 to be moved downwardly against its seat to close communication from. the straight air pipe 305 `to the atmosphere through the exhaust port 434. When the diaphragm 4|4 of the relay 309 moves downwardly as the pressure within the upper chamber 386 Abuilds up, iiuid under pressure is, therefore, supplied from the supply reservoir 3l6 through the application magnet valve device 3|| to the straight air pipe 305 until the pressure in the lower chamber 4l3 of the master control'differential relay device 309, which corresponds to straight air pipe pressure, builds up to such a value as to cause separation of the contact members Y4|9 and 42|.

The control device 302 comprises a casing having a piston chamber 444 that is in constantcommunication with the brake pipe 306 through passage 306, and contains a piston 445 that is provided with a stem 446 extending into the slide valve chamber 441 containing a slide valve 448 and a graduating valve 449 that are actuated by the stem 446. A cavity 45| is provided in the main slide valve 448 for connecting the pipe and passage 452 to the exhaust port 453 when the piston and slide valve 448 are in release Position. A port 454 is provided in the main slide valve 448 that is effective, when the piston and its stem 446 is moved upwardly, to register with the passage 452 and effect communication from the auxiliary reservoir 455 to thepipe and passage 452 through the slide valve chamberV 441. A graduating stem 456 is provided. above the piston l 445 and is engaged by the piston when moved to its service application position. The stem 456 is urged downwardly by a spring 451 which is compressed upon a suicient upward movement of the pistons 445, which is effected when the piston and slide valves are moved to their emergency application position.

The control valve device 302 is also provided with a piston chamber 458 containing a double check valve or pisto-n 459, the piston chamber 458 being in constant open communication with the straight air passage andl pipe 305 and in communication with the passage and pipe 46| when the slide valve piston 459 is in its extreme right, or illustrated, position, thus effecting communication between the straight air pipe 305 and the pipe 46| leading to the diierential relay valve device 363, and from there to the brake cylinder 36|. A chamber 462 is provided on the right side of the piston 459 that is in constant communication with the passage and pipe 452, and, when the piston V4591s urged to its extreme left position is also in communication with the passage and pipe 452.

The pressure operated switch 3|4 comprises a casing containing a piston chamber 453, conunder side of the piston 464 for biasing the piston and the movable switch contact member upwardly to their illustrated positions, and adapted to permit the piston and movable contact member to be forced downwardly into engagement with the switch contact members 83 and 84 when the pressure within the piston chamber 463, and in the dynamic brake controlling pipe 3|5 increases above a predetermined value by the supply of uid under pressure thereto, either from theY straight air pipe 305 through the double check valve device 461, or from the auxiliary reservoir 455 as controlled by the control valve device 362 through pipe 452 and the double check valve 461.

A pressure operated switch device 415 is provided for interrupting the circuit through the winding of the by-pass magnet valve device upon a predetermined pressure within the pipe 452, and comprises a casing enclosing a piston chamber 411 in constant open communication with the pipe 452 and containing a piston 418 provided with a stem 419 that is operatively connected to a movable switch contact member 416. A spring 489 is provided within the casing for urging the piston 418 and the switch member 416 to their lower, or illustrated positions.V

The operation of the braking system will now be described. The various parts of the apparatus are illustrated in their brake release position, and in this position the equipment is charged by the ilow of fluid under pressure from the main reservoir 3|9, past the feed valve 3|8 to the pipe 328 to charge the rotary valve chamber 318 in the lower portion of the `casing of the brake valve device 301 and through port 319 to the brake pipe 306. From the brake pipe 306 fluid under pressure flows past the check valve device 3|1 to charge the supply reservoir 3|6 and the chamber 424 in the lower portion of the casing of the application magnet valve device 3| I, the check valve device 3|1 preventing the flow of uid under pressure from the supply reservoir 3|6 to the brake pipe upon a reduction in brake pipe pressure. Fluid under pressure also passes from the brake pipe 306 to the piston chamber 444A of the control Valve device 302 forcing the piston 445' and the slide valve 448 totheir release positions, thus charging the auxiliary reservoir 455 through feed 4groove 440 and slide valve chamber 441.

If the operator wishes to make a service application of the brakes the handle 316 of the brake valve device 301 is moved from its release position an amount dependent upon the degree of application of the brakes desired. Upon the initial movement of the handle from its release position the vsloping surface of the cam 312 moves against the plunger 364 forcing the plunger toward the right. The first part of this movement eiTects a compression of the release valve spring 358 and forces the release valve 352 to its seat, closing communication between the pressure chamber 324 and the atmosphere through passages 35|, 354 and the exhaust port 341.' Further movement'of the plunger 364 toward the right causes the spaced levers 362 to pivot about their lower ends, further movement of 'the roller 361 being prevented by the stiiness of the regulating spring 340, thus causing the rod 369 to force the supply valve 329 against the compression of the supply valve spring 336 to open communication between the main4 reservoir pipe ,and passage 328 and the pressure chamber 324 through the supply valve chamber 321, thus supplying fluid under pressure from the main reservoir 3|9 through the retardation controller de- 

